A vehicle control method, electronic device, and storage medium

Abstract

This application provides a vehicle control method, electronic device, and storage medium, which can be applied to the fields of intelligent transportation and autonomous driving technology. The method includes: importing vehicle attribute parameters, real-time vehicle driving state parameters, and environmental characteristic parameters into a real-time longitudinal dynamics model of the vehicle for online processing to obtain the real-time total driving resistance and the real-time maximum wheel-end driving force of each gear; using the real-time total driving resistance, the real-time maximum wheel-end driving force of each gear, and the power reserve safety margin to determine the real-time power reserve of each gear and the maximum vehicle speed of each gear under steady state; using the real-time power reserve to identify the real-time power of the vehicle when driving on an incline; and when the real-time power identification result indicates insufficient power in the vehicle, generating a gear-limiting command and a speed-limiting command using the maximum vehicle speed of each gear under steady state and the target vehicle speed, and using the gear-limiting command and speed-limiting command to perform coordinated control of the vehicle.

Description

Technical Field

[0001] This application relates to the fields of intelligent transportation and autonomous driving technology, and more specifically to a vehicle control method, electronic device and storage medium. Background Technology

[0002] When a motor vehicle (such as a heavy truck) shifts gears uphill, it may experience a power interruption. If it encounters a higher gear and the power is insufficient, it will frequently skip gears, which will accelerate gearbox wear, reduce ride comfort, increase energy consumption, and affect the safety and smoothness of autonomous driving scenarios.

[0003] The relevant technologies have the following shortcomings: they make gear selection decisions based solely on vehicle speed and throttle opening, without considering key factors such as real-time gradient, vehicle weight, and power reserves; they cannot predict insufficient power when going uphill at high speeds, and can only passively downshift after deceleration, resulting in lag in control; they lack a coordinated mechanism for active speed limiting and active gear limiting, and cannot fundamentally avoid oscillations; they do not combine the longitudinal dynamics model of motor vehicles for precise calculations, resulting in poor adaptability and unstable performance under different loads and different slopes. Summary of the Invention

[0004] In view of the above problems, embodiments of this application provide a vehicle control method, an electronic device, and a storage medium.

[0005] According to the first aspect of this application, a vehicle control method is provided, comprising: importing vehicle attribute parameters, real-time vehicle driving state parameters, and environmental characteristic parameters into a real-time longitudinal dynamics model of the vehicle for online processing to obtain real-time total driving resistance and real-time maximum wheel-end driving force of each gear, wherein the real-time longitudinal dynamics model of the vehicle represents the kinematics model of the vehicle in the forward or backward direction; determining the real-time power reserve of each gear of the vehicle using the real-time total driving resistance and the real-time maximum wheel-end driving force of each gear of the vehicle, and determining the maximum vehicle speed of each gear in steady state using the real-time total driving resistance, the real-time maximum wheel-end driving force of each gear of the vehicle, and the power reserve safety margin, wherein steady state represents the state in which the longitudinal acceleration of the vehicle is at a preset value; identifying the real-time power of the vehicle when driving on a slope using the real-time power reserve to obtain the real-time power identification result of the vehicle going uphill; and generating a gear limit command and a speed limit command for the current control cycle using the maximum vehicle speed and target vehicle speed of each gear in steady state when the real-time power identification result of the vehicle going uphill indicates insufficient power, and using the gear limit command and speed limit command to perform coordinated control of the vehicle.

[0006] According to embodiments of this application, the above-mentioned importing vehicle attribute parameters, real-time vehicle driving state parameters, and environmental characteristic parameters into the real-time longitudinal dynamics model of the vehicle for online processing to obtain the real-time total driving resistance and the real-time maximum driving force at the wheel ends of each gear includes: obtaining vehicle attribute parameters, real-time vehicle state parameters, and environmental characteristic parameters. The vehicle attribute parameters include the vehicle rolling resistance coefficient, vehicle air resistance coefficient, wheel rolling radius, vehicle frontal area, transmission ratio of each gear, and transmission mechanical efficiency of each gear. The real-time vehicle state parameters include the vehicle's real-time speed, real-time gear, and real-time... The maximum torque and real-time vehicle mass, along with environmental parameters including road slope, air density, and gravitational acceleration, are used to obtain the real-time maximum torque, gear ratios, mechanical efficiency, and wheel rolling radius of the vehicle. These parameters are then imported into the real-time longitudinal dynamics model for online processing to obtain the real-time maximum wheel-end driving force for each gear. Additionally, the real-time vehicle mass, gravitational acceleration, rolling resistance coefficient, road slope, air resistance coefficient, frontal area, air density, and real-time vehicle speed are imported into the real-time longitudinal dynamics model for online processing to obtain the real-time total driving resistance.

[0007] According to an embodiment of this application, the above-mentioned determination of the maximum vehicle speed in steady state for each gear using real-time total driving resistance, real-time maximum wheel-end driving force for each gear, and power reserve safety margin includes: calculating the difference between real-time total driving resistance and real-time maximum wheel-end driving force for each gear in steady state when the vehicle's longitudinal acceleration is a preset value; and performing inverse solving on the difference and power reserve safety margin to obtain the maximum vehicle speed in steady state for each gear.

[0008] According to an embodiment of this application, the above-mentioned identification of the real-time power of a vehicle when driving on a slope using real-time power reserve to obtain the real-time power identification result of the vehicle going uphill includes: comparing the real-time power reserve of each gear of the vehicle with the power reserve safety margin for multiple consecutive control cycles to obtain the first identification result of the real-time power of the vehicle going uphill; or counting the cumulative number of times the real-time power reserve of each gear of the vehicle is less than the power reserve safety margin within a preset time window to obtain the second identification result of the real-time power of the vehicle going uphill.

[0009] According to an embodiment of this application, the above-mentioned generation of gear limit and speed limit commands using the maximum and target vehicle speeds of each gear in steady state when the real-time uphill power recognition result indicates insufficient vehicle power includes: when the first real-time uphill power recognition result indicates that the real-time power reserve of each gear in the vehicle is less than the power reserve safety margin for multiple consecutive control cycles, generating a gear limit command for the current control cycle using the maximum and target vehicle speeds of each gear in steady state, and generating a speed limit command for the current control cycle using the maximum vehicle speeds of each gear in steady state; or when the second real-time uphill power recognition result indicates that the cumulative number of times exceeds a preset threshold, generating a gear limit command for the current control cycle using the maximum and target vehicle speeds of each gear in steady state, and generating a speed limit command for the current control cycle using the maximum vehicle speeds of each gear in steady state.

[0010] According to an embodiment of this application, the above-mentioned generation of the gear limit instruction for the current control cycle using the maximum vehicle speed and target vehicle speed of each gear in steady state includes: in the current control cycle, obtaining the maximum vehicle speed of each gear in steady state by traversing each gear of the vehicle; comparing the maximum vehicle speed of each gear in steady state with the target vehicle speed of the corresponding gear to obtain the speed comparison result of each gear; taking the gear whose maximum vehicle speed is not lower than the target vehicle speed for the first time in the speed comparison result as the highest gear when the vehicle is driving on a slope; and generating the gear limit instruction for the current control cycle using the highest gear.

[0011] According to an embodiment of this application, the above-mentioned method of generating a speed limit command using the maximum vehicle speed of each gear in steady state includes: in the current control cycle, using the maximum vehicle speed corresponding to the highest gear as the safe speed limit threshold when the vehicle is driving on a slope; and using the safe speed limit threshold to generate a speed limit command for the current control cycle.

[0012] According to an embodiment of this application, the above-mentioned coordinated control of the vehicle using gear limit commands and speed limit commands includes: in the current control cycle, using gear limit commands to constrain the available shift range of the vehicle's transmission, and using speed limit commands to constrain the target speed of the longitudinal speed controller.

[0013] According to a second aspect of this application, a vehicle control device is provided, comprising: an online dynamics processing module, used to import vehicle attribute parameters, real-time vehicle driving state parameters, and environmental characteristic parameters into a real-time longitudinal dynamics model of the vehicle for online processing, to obtain the real-time total driving resistance and the real-time maximum wheel-end driving force of each gear of the vehicle, wherein the real-time longitudinal dynamics model of the vehicle represents the kinematics model of the vehicle in the forward or reverse direction; and a steady-state vehicle speed acquisition module, used to determine the real-time power reserve of each gear of the vehicle using the real-time total driving resistance and the real-time maximum wheel-end driving force of each gear of the vehicle, and to obtain the real-time total driving resistance and the real-time maximum wheel-end driving force of each gear of the vehicle. The real-time maximum driving force at the wheel ends and the power reserve safety margin determine the maximum vehicle speed in steady state for each gear. Steady state refers to the state where the vehicle's longitudinal acceleration is at a preset value. The uphill power real-time identification module uses the real-time power reserve to identify the vehicle's real-time power when driving on an incline, obtaining the vehicle's uphill real-time power identification result. The speed limit and gear limit coordinated control module, when the vehicle's uphill real-time power identification result indicates insufficient power, uses the maximum vehicle speed and target speed in steady state for each gear to generate gear limit and speed limit commands for the current control cycle, and uses these commands to coordinate vehicle control.

[0014] According to a third aspect of this application, an electronic device is provided, comprising: one or more processors; and a memory for storing one or more computer programs, wherein the one or more processors execute the one or more computer programs to implement the steps of the method described above.

[0015] According to a fourth aspect of this application, a computer-readable storage medium is also provided, on which a computer program or instructions are stored, wherein the computer program or instructions, when executed by a processor, implement the steps of the above-described method.

[0016] According to a fifth aspect of this application, a computer program product is also provided, including a computer program or instructions that, when executed by a processor, implement the steps of the above-described method.

[0017] The vehicle control method provided in this application, by integrating multiple parameters such as vehicle attributes, driving state, and environment, and relying on the real-time longitudinal dynamics model of the vehicle to calculate the total driving resistance and the maximum driving force at the wheel end of each gear online, and by identifying insufficient uphill power based on power reserves, synchronously generating gear limits with the steady-state maximum vehicle speed, and coordinating speed limit commands for control, at least partially overcomes the technical problems of traditional strategies that rely solely on vehicle speed and throttle opening to determine gears, do not incorporate key parameters such as slope and load, have lag and are passive, lack a gear and speed limit coordination mechanism, have insufficient accuracy in dynamic calculations, and are unstable in adapting to different load and slope conditions. Thus, it achieves the technical effects of fully covering multi-dimensional influencing factors of people, vehicles, and roads, predicting uphill power deficiency in advance, actively constraining gears and vehicle speed to suppress driving oscillations from the source, accurately adapting dynamic calculations to varying slope load conditions, and ensuring stable and controllable uphill driving power. Attached Figure Description

[0018] The above-mentioned contents, other objects, features and advantages of this application will become clearer from the following description of embodiments with reference to the accompanying drawings, in which:

[0019] Figure 1 This diagram illustrates an application scenario of the vehicle control method according to an embodiment of this application.

[0020] Figure 2 A flowchart illustrating a vehicle control method according to an embodiment of this application is shown schematically.

[0021] Figure 3 The diagram illustrates the architecture of a vehicle uphill speed limit and gear limiting collaborative control based on power reserve recognition according to an embodiment of this application.

[0022] Figure 4 A schematic diagram illustrating the structure of a vehicle control device according to an embodiment of this application is shown; and

[0023] Figure 5 A block diagram schematically illustrates an electronic device suitable for implementing a vehicle control method according to an embodiment of this application. Detailed Implementation

[0024] The embodiments of this application will now be described with reference to the accompanying drawings. However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of this application. In the following detailed description, numerous specific details are set forth to provide a thorough understanding of the embodiments of this application for ease of explanation. However, it will be apparent that one or more embodiments may be implemented without these specific details. Furthermore, descriptions of well-known structures and technologies are omitted in the following description to avoid unnecessarily obscuring the concepts of this application.

[0025] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of this application. The terms “comprising,” “including,” etc., as used herein indicate the presence of the stated features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0026] All terms used herein (including technical and scientific terms) have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein are to be interpreted in a manner consistent with the context of this specification, and not in an idealized or overly rigid way.

[0027] This application addresses the problem of "frequent gear shifting and speed oscillation" caused by motor vehicles (such as heavy trucks) shifting into higher gears with insufficient power when going uphill at high speeds. It provides a vehicle control method that achieves coordinated control of the vehicle's driving state when going uphill through a three-in-one approach of "online dynamics processing, active speed limiting, and active gear limiting".

[0028] Figure 1 The diagram illustrates an application scenario of the vehicle control method according to an embodiment of this application.

[0029] like Figure 1 As shown, application scenario 100 according to an embodiment of this application may include a first terminal device 101, a second terminal device 102, a third terminal device 103, a network 104, and a server 105. The network 104 serves as a medium for providing a communication link between the first terminal device 101, the second terminal device 102, the third terminal device 103, and the server 105. The network 104 may include various connection types, such as wired or wireless communication links or fiber optic cables. For example, a user can use the first terminal device 101, the second terminal device 102, and the third terminal device 103 to interact with the server 105 through the network 104 to receive or send information, etc.

[0030] The first terminal device 101, the second terminal device 102, and the third terminal device 103 can be electronic devices such as smartphones, wearable devices, personal computers, intelligent voice interaction devices, smart home appliances, intelligent vehicles, in-vehicle terminals, aircraft, unmanned vending terminals, and extended reality devices. Extended reality devices can include virtual reality devices, augmented reality devices, and mixed reality devices. A client application for the target application can be installed and run on the terminal devices. This target application can include, but is not limited to, financial transaction applications, payment applications, shopping applications, web browser applications, search applications, instant messaging tools, email clients, and social media platform software (these are just examples). Furthermore, this application embodiment does not limit the form of the target application, and it can include, but is not limited to, applications, mini-programs, etc., installed on the terminal devices, and can also be in the form of web pages.

[0031] Server 105 can be a server providing various services, such as a backend management server supporting websites browsed by users using the first terminal device 101, the second terminal device 102, and the third terminal device 103 (this is just an example). The backend management server can analyze and process received user requests and other data, and feed back the processing results (such as web pages, information, or data obtained or generated according to user requests) to the terminal devices. The server can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing cloud computing services such as cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks, and big data. The server can be the backend server of the aforementioned target application, used to provide backend services to the clients of the target application.

[0032] It should be noted that the vehicle control method provided in this application embodiment can generally be executed by server 105 and / or terminal devices 101-103. Accordingly, the vehicle control device provided in this application embodiment can generally be set in server 105 and / or terminal devices 101-103.

[0033] It should be understood that Figure 1 The number of terminal devices, networks, and servers shown is merely illustrative. Depending on implementation needs, any number of terminal devices, networks, and servers can be included.

[0034] Figure 2 A flowchart illustrating a vehicle control method according to an embodiment of this application is shown schematically.

[0035] like Figure 2 As shown, the vehicle control method 200 according to an embodiment of this application may include operations S210 to S240.

[0036] In operation S210, vehicle attribute parameters, real-time vehicle driving state parameters, and environmental characteristic parameters are imported into the real-time longitudinal dynamics model of the vehicle for online processing to obtain the real-time total driving resistance and the real-time maximum driving force at the wheel end of each gear.

[0037] Among them, the real-time longitudinal dynamics model of the vehicle represents the motion-mechanics model of the vehicle in the forward or backward direction.

[0038] The real-time longitudinal dynamics model of a vehicle describes the mechanical mathematical model of the relationship between all forces, power output and motion state of the vehicle along the longitudinal axis of forward / reverse movement. It only analyzes the forward and backward movement of the vehicle and ignores lateral and vertical coupling effects such as lateral steering and vertical suspension bounce. It is the basic calculation model for the development of vehicle dynamics, slope driving, speed control and shifting strategies.

[0039] When operating S220, the real-time power reserve of each gear is determined by using the real-time total driving resistance and the real-time maximum driving force at the wheel end of each gear. The maximum speed of each gear under steady state is determined by using the real-time total driving resistance, the real-time maximum driving force at the wheel end of each gear, and the power reserve safety margin.

[0040] Both operations S210 and S220 described above obtain relevant specific driving status information of the vehicle in real time through online processing.

[0041] Here, steady state refers to the state where the vehicle's longitudinal acceleration is a preset value, such as 0. The steady state described in this application, for example, means that the net force on the vehicle in the forward or backward direction (i.e., longitudinal) is 0, thereby enabling the vehicle to maintain uniform motion in the longitudinal direction.

[0042] When operating S230, the real-time power reserve is used to identify the real-time power of the vehicle when driving on a slope, and the real-time power identification result of the vehicle going uphill is obtained.

[0043] The methods for identifying insufficient power when going uphill include two categories: continuous multiple control cycles and / or time window accumulation. As long as at least one condition is met, it can be determined that the vehicle is facing insufficient power when going uphill.

[0044] When operating S240, if the real-time power recognition result of the vehicle uphill indicates that the vehicle has insufficient power, the maximum speed and target speed of each gear in steady state are used to generate the gear limit command and speed limit command for the current control cycle, and the gear limit command and speed limit command are used to perform coordinated control of the vehicle.

[0045] When insufficient power is detected when going uphill, the maximum steady-state speed of each gear is used as the speed constraint boundary. Combined with the target speed set by the driver or given by the vehicle controller, a gear limit command and a speed limit command are output simultaneously within a single control cycle. The gear limit command locks the available low gear to avoid the problem of insufficient power in high gears, and the speed limit command limits the maximum driving speed of the vehicle. The two commands are sent to the transmission controller and the vehicle torque controller for coordinated execution. Through dual active constraints of gear and vehicle speed, the vehicle speed and power oscillations caused by repeated upshifting and downshifting when going uphill are eliminated from the source, ensuring stable power when driving on slopes.

[0046] The vehicle control method provided in this application, by integrating multiple parameters such as vehicle attributes, driving state, and environment, and relying on the real-time longitudinal dynamics model of the vehicle to calculate the total driving resistance and the maximum driving force at the wheel end of each gear online, and by identifying insufficient uphill power based on power reserves, synchronously generating gear limits with the steady-state maximum vehicle speed, and coordinating speed limit commands for control, at least partially overcomes the technical problems of traditional strategies that rely solely on vehicle speed and throttle opening to determine gears, do not incorporate key parameters such as slope and load, have lag and are passive, lack a gear and speed limit coordination mechanism, have insufficient accuracy in dynamic calculations, and are unstable in adapting to different load and slope conditions. Thus, it achieves the technical effects of fully covering multi-dimensional influencing factors of people, vehicles, and roads, predicting uphill power deficiency in advance, actively constraining gears and vehicle speed to suppress driving oscillations from the source, accurately adapting dynamic calculations to varying slope load conditions, and ensuring stable and controllable uphill driving power.

[0047] The vehicle control method provided in this application can be executed periodically by the on-board controller, with a typical control cycle of 10ms (ms: millisecond) to 20ms. No new sensors are required, and all input signals can be obtained or estimated online from existing signals on the vehicle controller area network (CAN) bus, which facilitates direct mass production deployment on existing commercial motor vehicle platforms.

[0048] According to embodiments of this application, the above-mentioned importing vehicle attribute parameters, real-time vehicle driving state parameters, and environmental characteristic parameters into the real-time longitudinal dynamics model of the vehicle for online processing to obtain the real-time total driving resistance and the real-time maximum driving force at the wheel ends of each gear includes: obtaining vehicle attribute parameters, real-time vehicle state parameters, and environmental characteristic parameters. The vehicle attribute parameters include the vehicle rolling resistance coefficient, vehicle air resistance coefficient, wheel rolling radius, vehicle frontal area, transmission ratio of each gear, and transmission mechanical efficiency of each gear. The real-time vehicle state parameters include the vehicle's real-time speed, real-time gear, and real-time... The maximum torque and real-time vehicle mass, along with environmental parameters including road slope, air density, and gravitational acceleration, are used to obtain the real-time maximum torque, gear ratios, mechanical efficiency, and wheel rolling radius of the vehicle. These parameters are then imported into the real-time longitudinal dynamics model for online processing to obtain the real-time maximum wheel-end driving force for each gear. Additionally, the real-time vehicle mass, gravitational acceleration, rolling resistance coefficient, road slope, air resistance coefficient, frontal area, air density, and real-time vehicle speed are imported into the real-time longitudinal dynamics model for online processing to obtain the real-time total driving resistance.

[0049] The online real-time processing method involved in the above embodiments of this application will be further described in detail below through specific implementation methods.

[0050] This application employs a parameter set different from related technologies to fully and accurately describe the vehicle's longitudinal driving state, thereby improving the accuracy and real-time data for subsequent gear-speed coordination control during uphill driving.

[0051] Vehicle attribute parameters include vehicle rolling resistance coefficient. Vehicle air drag coefficient Wheel rolling radius (m: meter) Vehicle frontal area (m²) 2 (square meters) The gear ratios of each gear in the vehicle : No. Gear ratios (including the final drive ratio) and the mechanical efficiency of each gear in a vehicle. : No. Mechanical efficiency of the gear transmission system.

[0052] Real-time vehicle status parameters include real-time vehicle speed. (m / s: meters per second), vehicle real-time gear position Vehicle's real-time maximum torque The maximum torque (N·m) that the drive unit (engine / drive motor) can output at the current speed and the real-time vehicle mass. (kg: kilogram)

[0053] Environmental characteristic parameters include road slope (Online estimated road gradient (rad: radians)) and air density (kg / m 3 (kg / m³) and gravitational acceleration (For example, the value is 9.81 m / s²).

[0054] The maximum driving force at the wheel end is shown in formula (1):

[0055] (1).

[0056] in, For the first The maximum driving force (N: Newton) that can be obtained at the wheel end when the gear is engaged. The torque attenuation in the high-speed range is accurately reflected by taking the current speed of the drive unit in real time, thus avoiding overestimation of power reserves. This is the premise for the technical solution provided in this application to accurately identify insufficient power, and it is also different from the fixed torque assumption scheme.

[0057] The total driving resistance is shown in formula (2):

[0058] (2).

[0059] The first item For rolling resistance, the second term For slope resistance (depending on real-time slope) (Change), the third item For air resistance. Unlike existing solutions that ignore real-time gradient and load, this formula explicitly introduces the online estimated vehicle mass. With road slope This allows the resistance calculation to adapt to different load and slope conditions, thus enabling it to be adapted to any load and any slope.

[0060] According to an embodiment of this application, the above-mentioned determination of the maximum vehicle speed in steady state for each gear using real-time total driving resistance, real-time maximum wheel-end driving force for each gear, and power reserve safety margin includes: calculating the difference between real-time total driving resistance and real-time maximum wheel-end driving force for each gear in steady state when the vehicle's longitudinal acceleration is a preset value; and performing inverse solving on the difference and power reserve safety margin to obtain the maximum vehicle speed in steady state for each gear.

[0061] The following detailed explanation illustrates how this application obtains the maximum vehicle speed for each gear through specific implementation methods.

[0062] Before acquiring the maximum stable vehicle speed in each gear in real time, the real-time power reserve is acquired and determined first.

[0063] The power reserve and determination are shown in formula (3):

[0064] Define real-time power reserve: (3).

[0065] when If the i-th gear has stable climbing ability, it is determined that the i-th gear has insufficient power; otherwise, it is determined that the gear has insufficient power. A safety margin (N) greater than zero is used to resist sudden changes in slope and estimation errors, and to avoid repeated switching of critical gears.

[0066] The vehicle is brought to a steady state (longitudinal acceleration is 0) with power reserves reserved. ,Depend on Inverse solution vehicle speed The maximum stable speed for each gear is obtained as shown in formula (4):

[0067] (4).

[0068] in, For the first The maximum climbing speed (m / s) that a gear can maintain under the current gradient and load conditions. This formula transforms "whether a certain gear is sufficient" into a quantifiable and comparable speed threshold, which is the unified criterion for active speed limiting and active gear limiting in this invention; when the expression within the square root is negative, it indicates that the gear cannot maintain any positive speed under the current operating conditions and is directly determined to be a disabled gear.

[0069] According to an embodiment of this application, the above-mentioned identification of the real-time power of a vehicle when driving on a slope using real-time power reserve to obtain the real-time power identification result of the vehicle going uphill includes: comparing the real-time power reserve of each gear of the vehicle with the power reserve safety margin for multiple consecutive control cycles to obtain the first identification result of the real-time power of the vehicle going uphill; or counting the cumulative number of times the real-time power reserve of each gear of the vehicle is less than the power reserve safety margin within a preset time window to obtain the second identification result of the real-time power of the vehicle going uphill.

[0070] The following detailed description of the identification of uphill insufficient power scenario provided in this application will be further explained through specific implementation methods.

[0071] To avoid false triggering caused by slope estimation noise and instantaneous disturbances, this application adopts a dual de-jittering criterion of "continuous multi-cycle + time window accumulation". The application determines that the uphill insufficient power condition is entered if any of the following conditions are met:

[0072] (1) Real-time power reserve For three consecutive control cycles, the value is below the set threshold. ;

[0073] (2) Within a set time window (e.g., typically 2 seconds), the event of power reserve falling below the threshold occurs two or more times.

[0074] Unlike the existing delayed strategy of "passively downshifting only after the vehicle speed has dropped significantly", the above operation can identify the trend of insufficient power in advance before the vehicle speed drops significantly, so as to make room for subsequent active speed limiting and active gear limiting, thus eliminating control lag in terms of timing.

[0075] According to an embodiment of this application, the above-mentioned generation of gear limit and speed limit commands using the maximum and target vehicle speeds of each gear in steady state when the real-time uphill power recognition result indicates insufficient vehicle power includes: when the first real-time uphill power recognition result indicates that the real-time power reserve of each gear in the vehicle is less than the power reserve safety margin for multiple consecutive control cycles, generating a gear limit command for the current control cycle using the maximum and target vehicle speeds of each gear in steady state, and generating a speed limit command for the current control cycle using the maximum vehicle speeds of each gear in steady state; or when the second real-time uphill power recognition result indicates that the cumulative number of times exceeds a preset threshold, generating a gear limit command for the current control cycle using the maximum and target vehicle speeds of each gear in steady state, and generating a speed limit command for the current control cycle using the maximum vehicle speeds of each gear in steady state.

[0076] This application, by employing a dual-identification logic of continuous multi-cycle power reserve determination and cumulative over-limit counts, and generating gear limit commands based on steady-state maximum vehicle speed combined with target vehicle speed, and generating speed limit commands solely based on steady-state maximum vehicle speed, at least partially overcomes the technical problems of single instantaneous sampling being susceptible to instantaneous torque fluctuations and road disturbances causing misjudgments, ambiguous control command output logic, lack of distinction between gear and speed constraints in calculation, and low reliability of power deficiency identification. Thus, it achieves the following technical effects: the dual-discrimination mechanism filters instantaneous interference, triggering control only when power reserve is chronically insufficient or the cumulative number of faults exceeds the limit, significantly reducing... The probability of false triggering of gear limit and speed limit commands is reduced, improving driving comfort on inclines. Gear limit commands are generated by combining the driver's target speed with the steady-state limit speed of the gear, preserving the driver's speed requirements while avoiding power exhaustion in high gears. Speed ​​limit commands directly use the steady-state safe speed of each gear as the upper limit of the constraint, ensuring sufficient driving power margin from a mechanical perspective. Gear limit and speed limit commands are calculated independently for each path, with clear constraint logic, facilitating modular operation of the vehicle controller and stable control response. Relying on continuous multi-cycle, cumulative counting of lag stabilization recognition, it can predict in advance the lack of power during continuous uphill driving, avoiding frequent and repeated gear limit and speed limit oscillations caused by single bumps or sudden throttle changes.

[0077] According to an embodiment of this application, the above-mentioned generation of the gear limit instruction for the current control cycle using the maximum vehicle speed and target vehicle speed of each gear in steady state includes: in the current control cycle, obtaining the maximum vehicle speed of each gear in steady state by traversing each gear of the vehicle; comparing the maximum vehicle speed of each gear in steady state with the target vehicle speed of the corresponding gear to obtain the speed comparison result of each gear; taking the gear whose maximum vehicle speed is not lower than the target vehicle speed for the first time in the speed comparison result as the highest gear when the vehicle is driving on a slope; and generating the gear limit instruction for the current control cycle using the highest gear.

[0078] The following detailed explanation illustrates the process by which this application generates an active gear-limiting control strategy when a vehicle experiences insufficient power while going uphill.

[0079] First, iterate through all gears from the highest to the lowest; second, for each gear, calculate its maximum stable speed according to step one. and the vehicle's target speed Perform a comparison; then, select the first one that satisfies the condition. The gear is the highest permissible gear. Next, a constraint is sent to the transmission shift logic to prohibit shifting to gears higher than the specified level. The active gear-limiting control strategy provided in this application prevents upshifting into insufficient power gears from the very beginning of the decision-making process. Unlike related technical solutions that only passively downshift after power interruption, this application's active gear-limiting control strategy blocks unavailable high gears before upshifting occurs, fundamentally eliminating the oscillating loop of "upshifting to a high gear → insufficient power → passive downshifting → upshifting again".

[0080] According to an embodiment of this application, the above-mentioned method of generating a speed limit command using the maximum vehicle speed of each gear in steady state includes: in the current control cycle, using the maximum vehicle speed corresponding to the highest gear as the safe speed limit threshold when the vehicle is driving on a slope; and using the safe speed limit threshold to generate a speed limit command for the current control cycle.

[0081] The following detailed description of the process by which this application generates an active speed limiting control strategy when a vehicle experiences insufficient power while going uphill will be further explained through specific implementation methods.

[0082] While limiting the gears, the maximum stable speed corresponding to the highest permissible gear is used as the dynamic safe speed limit for uphill driving, as shown in formula (5):

[0083] (5).

[0084] Will The target speed limit is sent to the longitudinal speed controller to ensure that the overall vehicle speed does not exceed the range that the current power can sustain, thereby guaranteeing a smooth speed without any drop-off shock after gear limiting. The speed limit and gear limiting are derived from the same dynamic model, and the two are naturally consistent and do not conflict with each other.

[0085] According to an embodiment of this application, the above-mentioned coordinated control of the vehicle using gear limit commands and speed limit commands includes: in the current control cycle, using gear limit commands to constrain the available shift range of the vehicle's transmission, and using speed limit commands to constrain the target speed of the longitudinal speed controller.

[0086] The collaborative control output and constraints provided in this application will be further described in detail below through specific implementation methods.

[0087] The embodiments described above in this application output two cooperative constraint quantities in each control cycle:

[0088] (1) Uphill dynamic safety speed limit , used to constrain the target vehicle speed of the longitudinal vehicle speed controller;

[0089] (2) Maximum permissible gear for uphill driving This is used to constrain the range of available gears in the transmission shift logic.

[0090] The two-way constraint works together to achieve dual active protection of "speed limiting to ensure smoothness and gear limiting to prevent gear skipping". This is the key difference and the most impressive feature of this application compared to the existing single passive gear shifting strategy.

[0091] The following example uses an in-vehicle controller, combined with the attached... Figure 3 The vehicle control method provided in this application will be described in further detail.

[0092] Figure 3 The diagram illustrates the architecture of a vehicle uphill speed limit and gear limit collaborative control based on power reserve identification according to an embodiment of this application.

[0093] like Figure 3 As shown, this application calculates the wheel-end driving force, driving resistance, and power reserve of each gear in real time based on a longitudinal dynamics model during each control cycle, and then inversely calculates the maximum climbing speed that each gear can maintain for a long time. This allows for early intervention before the vehicle experiences power shortage, fundamentally preventing shifting to a higher gear that cannot maintain the speed. Unlike related technical solutions that passively shift gears based solely on speed and throttle opening, this application provides an active, real-time, online, and gear-speed coordinated technical solution. This application calculates driving force, driving resistance, and power reserve in real time based on a longitudinal dynamics model, achieving accurate identification of power shortage scenarios on high-speed uphill climbs; it inversely calculates the maximum stable speed of each gear based on gradient, mass, transmission ratio, and transmission efficiency, achieving dynamic safety speed limiting; and it determines the highest permissible gear from top to bottom based on the stable speed of each gear, achieving active gear limiting and prohibiting shifting to gears with insufficient power. This application can identify scenarios where vehicles lack power when going uphill at high speeds. Based on real-time gradient, load, gear, and transmission efficiency, it calculates the maximum stable speed of each gear online. It achieves dual constraints of active speed limiting and active gear limiting, preventing vehicles from shifting into higher gears with insufficient power at the source.

[0094] The embodiments or specific implementations provided in this application eliminate frequent gear shifts and speed fluctuations during high-speed uphill driving, significantly improving ride smoothness; based on real-time calculations using a dynamic model, it adapts to any load and any slope, exhibiting strong robustness; it achieves dual protection through active speed limiting and active gear limiting, with advance control and rapid response; it requires no additional sensors, resulting in low cost and easy mass production, making it suitable for unmanned driving, autonomous driving, and driverless vehicles; it reduces transmission shock, extends lifespan, lowers energy consumption, and improves the operational economy of commercial vehicles.

[0095] Based on the above vehicle control method, embodiments of this application also provide a vehicle control device. The following will be combined with... Figure 4 The device is described in detail.

[0096] Figure 4 A schematic block diagram of a vehicle control device according to an embodiment of this application is shown.

[0097] like Figure 4 As shown, the vehicle control device 400 in this embodiment includes a dynamics online processing module 410, a steady-state vehicle speed acquisition module 420, an uphill power real-time identification module 430, and a speed limit and gear limit collaborative control module 440.

[0098] The dynamics online processing module 410 is used to import vehicle attribute parameters, real-time vehicle driving state parameters, and environmental characteristic parameters into the real-time longitudinal dynamics model of the vehicle for online processing, so as to obtain the real-time total driving resistance and the real-time maximum driving force at the wheel end of each gear of the vehicle. The real-time longitudinal dynamics model of the vehicle represents the motion-mechanical model of the vehicle in the forward or backward direction. In one embodiment, the dynamics online processing module 410 can be used to execute the step S210 described above, which will not be repeated here.

[0099] The steady-state vehicle speed acquisition module 420 is used to determine the real-time power reserve of each gear of the vehicle by using the real-time total driving resistance and the real-time maximum driving force at the wheel end of each gear, and to determine the maximum vehicle speed of each gear in steady state by using the real-time total driving resistance, the real-time maximum driving force at the wheel end of each gear, and the power reserve safety margin. Here, steady state means the state in which the longitudinal acceleration of the vehicle is a preset value. In one embodiment, the steady-state vehicle speed acquisition module 420 can be used to execute the step S220 described above, which will not be repeated here.

[0100] The uphill power real-time identification module 430 is used to identify the real-time power of the vehicle when driving on a slope using the real-time power reserve, and obtain the vehicle uphill real-time power identification result; in one embodiment, the uphill power real-time identification module 430 can be used to execute the step S230 described above, which will not be repeated here.

[0101] The speed and gear limiting coordinated control module 440 is used to generate gear limiting and speed limiting commands for the current control cycle when the real-time power identification result of the vehicle uphill indicates insufficient power. This is done by using the maximum steady-state speed and target speed of each gear and then using these commands to coordinate vehicle control. In one embodiment, the speed and gear limiting coordinated control module 440 can be used to execute step S240 described above, which will not be repeated here.

[0102] According to embodiments of this application, any multiple modules among the dynamics online processing module 410, steady-state vehicle speed acquisition module 420, uphill power real-time identification module 430, and speed limit and gear limit coordinated control module 440 can be combined into one module, or any one of these modules can be split into multiple modules. Alternatively, at least some of the functions of one or more of these modules can be combined with at least some of the functions of other modules and implemented in one module. According to embodiments of this application, at least one of the dynamics online processing module 410, steady-state vehicle speed acquisition module 420, uphill power real-time identification module 430, and speed limit and gear limit coordinated control module 440 can be at least partially implemented as hardware circuits, such as field-programmable gate arrays, programmable logic arrays, systems-on-a-chip, systems-on-a-substrate, systems-on-package, application-specific integrated circuits, or any other reasonable means of integrating or packaging circuits, or implemented in software, hardware, and firmware, or in any appropriate combination of any of these three implementation methods. Alternatively, at least one of the dynamics online processing module 410, steady-state vehicle speed acquisition module 420, uphill power real-time identification module 430, and speed limit and gear limit coordinated control module 440 can be at least partially implemented as a computer program module, which can perform corresponding functions when the computer program module is run.

[0103] Figure 5 A block diagram schematically illustrates an electronic device suitable for implementing a vehicle control method according to an embodiment of this application.

[0104] like Figure 5 As shown, an electronic device 500 according to an embodiment of this application includes a processor 501, which can perform various appropriate actions and processes according to a program stored in a read-only memory 502 or a program loaded from a storage portion 508 into a random access memory 503. The processor 501 may include, for example, a general-purpose microprocessor, an instruction set processor and / or an associated chipset and / or a dedicated microprocessor. The processor 501 may also include onboard memory for caching purposes. The processor 501 may include a single processing unit or multiple processing units for executing different steps of the method flow according to an embodiment of this application.

[0105] Random access memory 503 stores various programs and data required for the operation of electronic device 500. Processor 501, read-only memory 502, and random access memory 503 are interconnected via bus 504. Processor 501 executes various steps of the method flow according to embodiments of this application by executing programs in read-only memory 502 and / or random access memory 503. It should be noted that the programs may also be stored in one or more memories other than read-only memory 502 and random access memory 503. Processor 501 may also execute various steps of the method flow according to embodiments of this application by executing programs stored in said one or more memories.

[0106] According to embodiments of this application, the electronic device 500 may further include an input / output interface 505, which is also connected to a bus 504. The electronic device 500 may also include one or more of the following components connected to the input / output interface 505: an input section 506 including a keyboard, mouse, etc.; an output section 507 including a cathode ray tube, liquid crystal display, etc., and a speaker, etc.; a storage section 508 including a hard disk, etc.; and a communication section 509 including a network interface card, such as a local area network card, modem, etc. The communication section 509 performs communication processing via a network such as the Internet. A drive 510 is also connected to the input / output interface 505 as needed. A removable medium 511, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on the drive 510 as needed so that computer programs read from it can be installed into the storage section 508 as needed.

[0107] Embodiments of this application also provide a computer-readable storage medium, which may be included in the device / apparatus / system described in the above embodiments; or it may exist independently and not assembled into the device / apparatus / system. The computer-readable storage medium carries one or more programs, which, when executed, implement the method according to the embodiments of this application.

[0108] According to embodiments of this application, the computer-readable storage medium can be a non-volatile computer-readable storage medium, such as including but not limited to: portable computer disks, hard disks, random access memory, read-only memory, erasable programmable read-only memory, portable compact disk read-only memory, optical storage devices, magnetic storage devices, or any suitable combination thereof. In embodiments of this application, 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. For example, according to embodiments of this application, the computer-readable storage medium may include the read-only memory 502, and / or random access memory 503, and / or one or more memories other than read-only memory 502 and random access memory 503 described above.

[0109] Embodiments of this application also include a computer program product comprising a computer program containing program code for performing the methods shown in the flowchart. When the computer program product is run on a computer system, the program code is used to cause the computer system to implement the methods provided in the embodiments of this application.

[0110] In one embodiment, the computer program may rely on a tangible storage medium such as an optical storage device or a magnetic storage device. In another embodiment, the computer program may also be transmitted and distributed in the form of signals over a network medium, and may be downloaded and installed via the communication section 509, and / or installed from a removable medium 511. The program code contained in the computer program can be transmitted using any suitable network medium, including but not limited to: wireless, wired, etc., or any suitable combination thereof.

[0111] In embodiments of this application, the computer program can be downloaded and installed from a network via communication section 509, and / or installed from removable medium 511. When the computer program is executed by processor 501, it performs the functions defined in the system of this application embodiment. According to embodiments of this application, the systems, devices, apparatuses, modules, units, etc., described above can be implemented by computer program modules.

[0112] According to embodiments of this application, program code for executing the computer programs provided in the embodiments of this application can be written in any combination of one or more programming languages. Specifically, these computational programs can be implemented using high-level procedural and / or object-oriented programming languages, and / or assembly / machine languages. The program code can be executed entirely on the user's computing device, partially on the user's device, partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0113] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0114] Those skilled in the art will understand that the features described in the various embodiments of this application can be combined and / or combined in various ways, even if such combinations or combinations are not explicitly described in this application. In particular, the features described in the various embodiments of this application can be combined and / or combined in various ways without departing from the spirit and teachings of this application. All such combinations and / or combinations fall within the scope of this application.

Claims

1. A vehicle control method, characterized in that, The method includes: Vehicle attribute parameters, real-time vehicle driving state parameters, and environmental characteristic parameters are imported into the real-time longitudinal dynamics model of the vehicle for online processing to obtain the real-time total driving resistance and the real-time maximum driving force at the wheel end of each gear. The real-time longitudinal dynamics model of the vehicle represents the motion-mechanics model of the vehicle in the forward or backward direction. The real-time power reserve of each gear of the vehicle is determined by using the real-time total driving resistance and the real-time maximum driving force at the wheel end of each gear. The maximum vehicle speed of each gear in steady state is determined by using the real-time total driving resistance, the real-time maximum driving force at the wheel end of each gear, and the power reserve safety margin. The steady state refers to the state in which the longitudinal acceleration of the vehicle is a preset value. The real-time power reserve is used to identify the real-time power of the vehicle when driving on a slope, and the real-time power identification result of the vehicle going uphill is obtained. When the real-time power recognition result of the vehicle uphill indicates that the vehicle has insufficient power, the maximum speed and target speed of each gear in steady state are used to generate the gear limit command and speed limit command for the current control cycle, and the gear limit command and speed limit command are used to perform coordinated control of the vehicle.

2. The method according to claim 1, characterized in that, Vehicle attribute parameters, real-time vehicle driving state parameters, and environmental characteristic parameters are imported into the real-time longitudinal dynamics model of the vehicle for online processing to obtain the real-time total driving resistance and the real-time maximum wheel-end driving force for each gear, including: The system acquires vehicle attribute parameters, real-time vehicle status parameters, and environmental characteristic parameters. The vehicle attribute parameters include vehicle rolling resistance coefficient, vehicle air resistance coefficient, wheel rolling radius, vehicle frontal area, vehicle gear ratio, and vehicle gear transmission mechanical efficiency. The real-time vehicle status parameters include vehicle real-time speed, vehicle real-time gear, vehicle real-time maximum torque, and vehicle real-time total vehicle mass. The environmental characteristic parameters include road gradient, air density, and gravitational acceleration. The real-time maximum torque of the vehicle, the transmission ratio of each gear of the vehicle, the transmission mechanical efficiency of each gear of the vehicle, and the wheel rolling radius are imported into the real-time longitudinal dynamics model of the vehicle for online processing to obtain the real-time maximum driving force at the wheel end of each gear of the vehicle. The real-time vehicle mass, gravitational acceleration, vehicle rolling resistance coefficient, road slope, vehicle air resistance coefficient, vehicle frontal area, air density, and real-time vehicle speed are imported into the real-time longitudinal dynamics model of the vehicle for online processing to obtain the real-time total driving resistance.

3. The method according to claim 1, characterized in that, Determining the maximum vehicle speed in steady state for each gear using the real-time total driving resistance, the real-time maximum wheel-end driving force for each gear, and the power reserve safety margin includes: Under steady-state conditions where the vehicle's longitudinal acceleration is the preset value, calculate the difference between the real-time total driving resistance and the real-time maximum wheel-end driving force for each gear of the vehicle. The difference and the power reserve safety margin are inversely solved to obtain the maximum vehicle speed in steady state for each gear.

4. The method according to claim 1, characterized in that, The real-time power reserve is used to identify the vehicle's real-time power when driving on a slope, and the real-time power identification result for the vehicle going uphill includes: The real-time power reserve of each gear in the vehicle during multiple consecutive control cycles is compared with the power reserve safety margin to obtain the first identification result of the vehicle's real-time uphill power; or Within a preset time window, the cumulative number of times the real-time power reserve of each gear of the vehicle is less than the power reserve safety margin is counted to obtain the second identification result of the vehicle's real-time power uphill.

5. The method according to claim 4, characterized in that, When the real-time uphill power recognition result indicates insufficient power in the vehicle, generating gear limiting and speed limiting commands using the vehicle's maximum steady-state speed and target speed for each gear includes: When the first identification result of the vehicle's real-time uphill power indicates that the real-time power reserve of each gear in the vehicle for multiple consecutive control cycles is less than the power reserve safety margin, a gear limit command for the current control cycle is generated using the maximum steady-state speed and target speed of each gear, and a speed limit command for the current control cycle is generated using the maximum steady-state speed of each gear; or When the second identification result of the vehicle's real-time uphill power indicates that the cumulative number of times exceeds a preset threshold, the gear limit command for the current control cycle is generated using the maximum vehicle speed and target vehicle speed of each gear in steady state, and the speed limit command for the current control cycle is generated using the maximum vehicle speed of each gear in steady state.

6. The method according to claim 5, characterized in that, Generating the gear limit command for the current control cycle using the maximum vehicle speed and target vehicle speed of each gear in steady state includes: In the current control cycle, the maximum vehicle speed in steady state for each gear is obtained by traversing all gears of the vehicle. The maximum vehicle speed in steady state for each gear is compared with the target vehicle speed for the corresponding gear to obtain the vehicle speed comparison results for each gear. The gear whose maximum speed is not lower than the target speed is the first gear in the comparison results of the vehicle speed of each gear as the highest gear when the vehicle is driving on a slope. The highest gear position is used to generate the gear limit instruction for the current control cycle.

7. The method according to claim 6, characterized in that, Generating a speed limit command using the maximum steady-state speed of each gear of the vehicle includes: In the current control cycle, the maximum speed corresponding to the highest gear is used as the safe speed limit threshold when the vehicle is driving on a slope. The speed limit command for the current control cycle is generated using the safe speed limit threshold.

8. The method according to claim 7, characterized in that, Coordinated vehicle control using the gear limit command and the speed limit command includes: During the current control cycle, the available shift range of the vehicle's transmission is constrained by the gear limit command, and the target vehicle speed of the longitudinal speed controller is constrained by the speed limit command.

9. An electronic device, comprising: One or more processors; Memory, used to store one or more computer programs. The characteristic feature is that the one or more processors execute the one or more computer programs to implement the steps of the method according to any one of claims 1 to 8.

10. A computer-readable storage medium having a computer program or instructions stored thereon, characterized in that, When the computer program or instructions are executed by a processor, they implement the steps of the method according to any one of claims 1 to 8.

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