Commercial vehicle intelligent throttle control system and method

Abstract

The application provides a kind of commercial vehicle intelligent throttle control system, including five modules of front road condition prediction, driving behavior evaluation, vehicle operating condition judgment, throttle opening degree layered calculation, throttle torque calculation.From the driving behavior evaluation obtained driver throttle demand and the vehicle operating condition judgment module obtained vehicle operating condition transmission throttle opening degree layered calculation module carries out throttle opening degree percentage calculation, from the front road condition prediction module obtained front road information and the throttle opening degree percentage obtained throttle opening degree layered calculation module transmission throttle torque calculation module carries out throttle demand torque calculation.Compared with existing throttle control, the judgment of the whole vehicle operating state can be realized, the front road information and the driver driving intention are predicted, the throttle percentage is more accurately controlled, and the more accurate throttle torque value is finally output, so that the vehicle further improves the fuel economy while meeting the power.

Description

Technical Field

[0001] This invention proposes an intelligent throttle control system and method for commercial vehicles, relating to the field of commercial vehicle drive control technology. Background Technology

[0002] In the existing commercial vehicle field, throttle control mainly involves collecting the analog voltage of the accelerator pedal, converting it into a throttle opening percentage, and then combining it with the current engine speed to obtain a corresponding torque value through a two-dimensional lookup table, which is then sent to the engine module for vehicle drive control.

[0003] The throttle control method mentioned above simply establishes a certain rule-based correspondence between the throttle opening and the vehicle's driving torque, without taking into account the actual operating conditions of the vehicle. Under certain conditions, such as starting, overtaking, or high-speed driving, there may be insufficient or excessive power, which will affect the driver's driving experience and also lead to excessive fuel consumption, thus affecting fuel economy. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention aims to provide an intelligent throttle control system and method for commercial vehicles. This system enables throttle control to meet the driver's driving habits and current road conditions, satisfying both economic and power requirements. The vehicle can smoothly control the throttle under different operating conditions, further reducing fuel consumption. The specific technical solution is as follows:

[0005] A smart throttle control system for commercial vehicles, comprising:

[0006] The forward road condition prediction module determines the road scene ahead of the vehicle based on the elevation, slope, latitude and longitude information of the road ahead collected from the GPS terminal.

[0007] The driving behavior assessment module assesses the driver's driving intentions based on the rate of change in accelerator pedal opening.

[0008] The vehicle operating condition judgment module determines the current operating condition of the vehicle based on vehicle information such as current speed, gear, and speed change rate.

[0009] The throttle opening layered calculation module combines the driver's driving behavior intentions and the current vehicle operating conditions to make a comprehensive judgment. Based on the different throttle pedal openings, it performs layered calculations and multiplies the throttle opening percentages of different levels by different weighting coefficients under different driving road scenarios in front of the vehicle before outputting the final throttle pedal opening percentage.

[0010] The throttle torque calculation module calculates the initial required throttle torque value based on the throttle opening percentage obtained from the throttle opening layer calculation module and the engine speed throttle torque. The initial required throttle torque value is multiplied by the weighting coefficient corresponding to different driving road scenarios in front of the vehicle to obtain the final output throttle torque value.

[0011] Preferably, the different road scenarios ahead of the vehicle are divided into mountain expressways, mountain national highways, plain expressways, plain national highways, and urban road conditions; the uphill and downhill information is determined based on the slope signal. When the slope signal is positive and the slope is greater than 2 degrees, it is considered to be uphill ahead; when the slope signal is negative and the slope is less than -2 degrees, it is considered to be downhill ahead; when -2 ≤ slope information ≤ 2, it is considered to be flat road ahead.

[0012] Preferably, after the driving behavior assessment module collects the analog voltage of the accelerator pedal, it converts the analog voltage signal into an accelerator pedal opening percentage signal according to the electrical characteristics of the accelerator pedal. The accelerator pedal opening percentage is monitored and refreshed in real time at a period of 10ms. The system accumulates the change in the accelerator pedal opening percentage signal over 100 cycles to obtain the rate of change of the accelerator pedal opening percentage per unit time. The driver's driving behavior intention is judged based on the change in the accelerator pedal opening percentage per unit time.

[0013] Furthermore, the method for determining the driver's driving intention in the driving behavior assessment module is as follows: Within a given unit of time, the current accelerator pedal opening percentage signal is compared with the previous accelerator pedal opening percentage signal. If the current accelerator pedal opening percentage signal is greater than the previous accelerator pedal opening percentage signal and remains so for more than 2 seconds, it is determined that the vehicle is accelerating; if the current accelerator pedal opening percentage signal is less than the previous accelerator pedal opening percentage signal and remains so for more than 3 seconds, it is determined that the vehicle is decelerating.

[0014] When the vehicle is accelerating, the rate of change of the accelerator pedal opening percentage per unit time is determined. When the rate of change of the accelerator pedal opening percentage is >10%, it is determined to be a large throttle demand; when the rate of change of the accelerator pedal opening percentage is 3% < 10%, it is determined to be a medium throttle demand; and when the rate of change of the accelerator pedal opening percentage is <3%, it is determined to be a small throttle demand.

[0015] Preferably, the vehicle operating condition judgment module judges the current vehicle operating condition by collecting vehicle speed and gear signals through the CAN bus. The vehicle speed information is refreshed every 10ms, and the system accumulates the change in vehicle speed signal over 100 cycles to obtain the vehicle speed change rate per unit time, which is the vehicle acceleration. Specifically, the judgment is as follows:

[0016] When the vehicle status changes from a speed of 0 and a gear in neutral to a speed of 0 km / h < speed < 7 km / h and a gear in non-neutral, it is determined to be a starting condition.

[0017] When the vehicle speed is ≥7km / h and the acceleration is >3m / s², the acceleration threshold for acceleration conditions is met. 2 When this occurs, it is determined to be an acceleration condition;

[0018] When 20km / h≤vehicle speed<40km / h, it is judged as a low-speed operating condition;

[0019] When 40km / h≤vehicle speed<60km / h, it is judged as medium-speed operating condition;

[0020] When the vehicle speed is ≥60km / h, it is considered to be in high-speed operating condition.

[0021] Furthermore, the throttle opening layer calculation module outputs the final throttle pedal opening percentage as follows:

[0022] Under starting conditions, the percentage of accelerator pedal opening obtained under the three driving intentions of large throttle, medium throttle, and small throttle are multiplied by a weighting coefficient of 1.1, 1.05, and 1, respectively.

[0023] Under acceleration conditions, the percentage of accelerator pedal opening obtained under the three driving intentions of large throttle, medium throttle, and small throttle are multiplied by a weighting coefficient of 1.05, 1.03, and 1, respectively.

[0024] Under low-speed operating conditions, the percentage of accelerator pedal opening obtained under the three driving intentions of large throttle, medium throttle, and small throttle are multiplied by a weighting coefficient of 1.03, 1, and 1, respectively.

[0025] Under medium-speed operating conditions, the percentage of accelerator pedal opening obtained under the three driving intentions of large throttle, medium throttle, and small throttle are multiplied by a weighting coefficient of 1.02, 1, and 1, respectively.

[0026] Under high-speed operating conditions, the percentage of accelerator pedal opening obtained under the three driving intentions of large throttle, medium throttle, and small throttle are multiplied by a weighting coefficient of 1, 1, and 1, respectively.

[0027] Furthermore, the throttle torque calculation module outputs the final throttle torque value as follows:

[0028] When driving on mountain highways, the initial torque demand for throttle is multiplied by a weighting factor of 1.05.

[0029] When driving on mountainous national highways, the initial torque demand for throttle is multiplied by a weighting factor of 1.03.

[0030] Under flat, high-speed driving conditions, the initial throttle torque demand is multiplied by a weighting factor of 1.01.

[0031] When driving on a plain national highway, the initial torque demand for throttle is multiplied by a weighting factor of 1.

[0032] In urban driving conditions, the initial torque demand for throttle is multiplied by a weighting factor of 0.98.

[0033] Preferably, the throttle torque calculation module applies a gradient limit to the throttle torque to prevent sudden torque changes, and performs layered torque gradient control under different driving road scenarios. To meet the power requirements when going uphill, the initial value of the torque gradient is set to 200 Nm; and when going downhill, the initial value of the torque gradient is set to 60 Nm.

[0034] A method for intelligent throttle control in commercial vehicles includes:

[0035] Based on the elevation, slope, latitude and longitude information of the road ahead collected from the GPS terminal, the driving road scene ahead of the vehicle is determined;

[0036] Assess the driver's driving intentions based on the rate of change in accelerator pedal opening;

[0037] Based on the current vehicle speed, gear, and speed change rate, determine the current operating condition of the vehicle.

[0038] The system combines the driver's driving intentions and the current vehicle operating conditions to make a comprehensive judgment. Based on the different accelerator pedal openings, it performs layered calculations and multiplies the accelerator pedal opening percentages at different levels by different weighting coefficients under different driving road scenarios in front of the vehicle before outputting the final accelerator pedal opening percentage.

[0039] The initial required throttle torque value is calculated based on the final throttle pedal opening percentage and engine speed and throttle torque. The initial required throttle torque value is then multiplied by the weighting coefficient corresponding to different driving road scenarios in front of the vehicle to obtain the final output throttle torque value.

[0040] Preferably, the driving road scenario in front of the vehicle is a mountain highway, a mountain national highway, a plain highway, a plain national highway, or urban road conditions; the driver's driving behavior intentions include high throttle demand, medium throttle demand, and low throttle demand; the current operating conditions of the vehicle are divided into five operating conditions: starting, accelerating, low-speed operation, medium-speed operation, and high-speed operation.

[0041] This invention addresses the problem of unreasonable throttle response due to varying driver demands in different driving scenarios by analyzing driver habits, predicting road conditions ahead, and assessing vehicle operating conditions. It ensures the vehicle's throttle remains within a reasonable range. Compared to existing throttle control systems, this invention allows for the assessment of the entire vehicle's operating status, prediction of road conditions ahead, and driver intentions. It enables more precise control of the accelerator pedal opening percentage, ultimately outputting a more accurate throttle torque value. This further enhances fuel economy while maintaining power performance. Attached Figure Description

[0042] Figure 1 This is an architecture diagram of an intelligent throttle control system for commercial vehicles according to the present invention.

[0043] Figure 2 This is a flowchart of the driving behavior assessment module of the present invention.

[0044] Figure 3 This is a flowchart of the vehicle operating condition judgment module of the present invention. Detailed Implementation

[0045] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0046] like Figure 1 As shown, the present invention proposes an intelligent throttle control system for commercial vehicles, comprising: a forward road condition prediction module, a driving behavior evaluation module, a vehicle operating condition judgment module, a throttle opening layered calculation module, and a throttle torque calculation module.

[0047] The forward road condition prediction module determines the road scene ahead of the vehicle based on the elevation, slope, and latitude and longitude information of the road ahead collected from the GPS terminal. The different road scenes ahead of the vehicle are divided into mountain highways, mountain national highways, plain highways, plain national highways, and urban road conditions. The module determines the uphill and downhill information based on the slope signal. When the slope signal is positive and the slope is greater than 2 degrees, it is considered to be uphill ahead; when the slope signal is negative and the slope is less than -2 degrees, it is considered to be downhill ahead; when -2 ≤ slope information ≤ 2, it is considered to be flat road ahead.

[0048] The driving behavior assessment module evaluates the driver's driving intentions based on the rate of change of accelerator pedal opening. It converts the analog voltage of the pedal opening obtained from the accelerator pedal into the percentage of accelerator pedal opening and updates it in real time. It obtains the change of the percentage of accelerator pedal opening and distinguishes it into three levels: high accelerator, medium accelerator, and low accelerator, based on different rates of change of accelerator pedal opening.

[0049] like Figure 2 As shown, after the driving behavior assessment module collects the analog voltage of the accelerator pedal, it converts the analog voltage signal into an accelerator pedal opening percentage signal according to the electrical characteristics of the accelerator pedal. The accelerator pedal opening percentage is monitored and refreshed in real time at a period of 10ms. The system accumulates the change of the accelerator pedal opening percentage signal over 100 cycles to obtain the rate of change of the accelerator pedal opening percentage per unit time. The driver's driving behavior intention is judged based on the change of the accelerator pedal opening percentage per unit time.

[0050] Furthermore, the method for determining the driver's driving intention in the driving behavior assessment module is as follows: Within a given unit of time, the current accelerator pedal opening percentage signal is compared with the previous accelerator pedal opening percentage signal. If the current accelerator pedal opening percentage signal is greater than the previous accelerator pedal opening percentage signal and remains so for more than 2 seconds, it is determined that the vehicle is accelerating; if the current accelerator pedal opening percentage signal is less than the previous accelerator pedal opening percentage signal and remains so for more than 3 seconds, it is determined that the vehicle is decelerating.

[0051] When the vehicle is accelerating, the rate of change of the accelerator pedal opening percentage per unit time is determined. When the rate of change of the accelerator pedal opening percentage is >10%, it is determined to be a large throttle demand; when the rate of change of the accelerator pedal opening percentage is 3% < 10%, it is determined to be a medium throttle demand; and when the rate of change of the accelerator pedal opening percentage is <3%, it is determined to be a small throttle demand.

[0052] The vehicle operating condition judgment module determines the current operating condition of the vehicle based on the current vehicle speed, gear, and vehicle speed change rate. The operating conditions are divided into five types: starting, acceleration, low-speed operation, medium-speed operation, and high-speed operation.

[0053] like Figure 3 As shown, the vehicle operating condition judgment module judges the current vehicle operating condition by collecting vehicle speed and gear signals through the CAN bus. The vehicle speed information is refreshed every 10ms. The system accumulates the change in vehicle speed signal over 100 cycles to obtain the vehicle speed change rate per unit time, which is the vehicle acceleration. Specifically, the judgment is as follows:

[0054] When the vehicle status changes from a speed of 0 and a gear in neutral to a speed of 0 km / h < speed < 7 km / h and a gear in non-neutral, it is determined to be a starting condition.

[0055] When the vehicle speed is ≥7km / h and the acceleration is >3m / s², the acceleration threshold for acceleration conditions is met. 2 When this occurs, it is determined to be an acceleration condition;

[0056] When 20km / h≤vehicle speed<40km / h, it is judged as a low-speed operating condition;

[0057] When 40km / h≤vehicle speed<60km / h, it is judged as medium-speed operating condition;

[0058] When the vehicle speed is ≥60km / h, it is considered to be in high-speed operating condition.

[0059] The throttle opening layered calculation module combines the driver's driving behavior intentions and the current vehicle operating conditions to make a comprehensive judgment. Based on the different throttle pedal openings, it performs layered calculations and multiplies the throttle pedal opening percentages of different levels by different weighting coefficients under different driving road scenarios in front of the vehicle before outputting the final throttle pedal opening percentage.

[0060] The throttle opening layer calculation module outputs the final throttle pedal opening percentage as follows:

[0061] Under starting conditions, the percentage of accelerator pedal opening obtained under the three driving intentions of large throttle, medium throttle, and small throttle are multiplied by a weighting coefficient of 1.1, 1.05, and 1, respectively.

[0062] Under acceleration conditions, the percentage of accelerator pedal opening obtained under the three driving intentions of large throttle, medium throttle, and small throttle are multiplied by a weighting coefficient of 1.05, 1.03, and 1, respectively.

[0063] Under low-speed operating conditions, the percentage of accelerator pedal opening obtained under the three driving intentions of large throttle, medium throttle, and small throttle are multiplied by a weighting coefficient of 1.03, 1, and 1, respectively.

[0064] Under medium-speed operating conditions, the percentage of accelerator pedal opening obtained under the three driving intentions of large throttle, medium throttle, and small throttle are multiplied by a weighting coefficient of 1.02, 1, and 1, respectively.

[0065] Under high-speed operating conditions, the percentage of accelerator pedal opening obtained under the three driving intentions of large throttle, medium throttle, and small throttle are respectively multiplied by a weighting coefficient of 1, 1, and 1.

[0066] The above weighting coefficients can all be used as calibration values ​​for real-vehicle calibration based on different vehicle configurations to obtain the optimal accelerator pedal opening value under different vehicle operating conditions.

[0067] The throttle torque calculation module calculates torque based on the final throttle pedal opening percentage. It calculates throttle torque by relating the throttle opening percentage to engine speed and then applies a gradient limit to prevent sudden torque changes. Layered torque gradient control is implemented for different vehicle operating scenarios. Since the throttle opening percentage and throttle change rate change in real time, a torque gradient limit is applied to prevent sudden changes in the final output throttle torque value, ensuring a linear change in output throttle torque and thus guaranteeing smooth vehicle operation. The torque gradient limit value differs for uphill and downhill conditions. To meet the power requirements when going uphill, a larger torque gradient is set, which can be calibrated according to actual operating conditions; the initial value is set to 200 Nm. For downhill conditions, to prevent excessive torque from causing overshoot, a smaller torque gradient is set, which can be calibrated according to actual operating conditions; the initial value is set to 60 Nm.

[0068] Based on the throttle opening percentage obtained from the throttle opening layering calculation module after being multiplied by a weighting coefficient, and the engine speed signal collected from the vehicle's CAN bus, the initial required throttle torque value is obtained through a two-dimensional lookup table. Based on the road information ahead obtained from the road condition prediction module, the initial required throttle torque is multiplied by the corresponding weighting coefficient under five driving conditions: mountain highway, mountain national highway, plain highway, plain national highway, and urban road conditions, to obtain the final output throttle torque value.

[0069] Furthermore, the throttle torque calculation module outputs the final throttle torque value as follows:

[0070] When driving on mountain highways, the initial torque demand for throttle is multiplied by a weighting factor of 1.05.

[0071] When driving on mountainous national highways, the initial torque demand for throttle is multiplied by a weighting factor of 1.03.

[0072] Under flat, high-speed driving conditions, the initial throttle torque demand is multiplied by a weighting factor of 1.01.

[0073] When driving on a plain national highway, the initial torque demand for throttle is multiplied by a weighting factor of 1.

[0074] In urban driving conditions, the initial torque demand for throttle is multiplied by a weighting factor of 0.98.

[0075] A method for intelligent throttle control in commercial vehicles includes:

[0076] Based on the elevation, slope, latitude and longitude information of the road ahead collected from the GPS terminal, the driving road scene ahead of the vehicle is determined;

[0077] Assess the driver's driving intentions based on the rate of change in accelerator pedal opening;

[0078] Based on the current vehicle speed, gear, and speed change rate, determine the current operating condition of the vehicle.

[0079] The system combines the driver's driving intentions and the current vehicle operating conditions to make a comprehensive judgment. Based on the different accelerator pedal openings, it performs layered calculations and multiplies the accelerator pedal opening percentages at different levels by different weighting coefficients under different driving road scenarios in front of the vehicle before outputting the final accelerator pedal opening percentage.

[0080] The initial required throttle torque value is calculated based on the final throttle pedal opening percentage and engine speed and throttle torque. The initial required throttle torque value is then multiplied by the weighting coefficient corresponding to different driving road scenarios in front of the vehicle to obtain the final output throttle torque value.

[0081] The driving road scenario ahead of the vehicle includes mountain highways, mountain national highways, plain highways, plain national highways, and urban road conditions; the driver's driving intentions include high throttle demand, medium throttle demand, and low throttle demand; the current operating conditions of the vehicle are divided into five operating conditions: starting, accelerating, low-speed operation, medium-speed operation, and high-speed operation.

[0082] This invention collects analog voltage signals from the accelerator pedal and gathers relevant control signal information such as the key ON position, vehicle speed, gear, slope, and altitude via the vehicle's CAN bus network. Based on the driver's accelerator pedal opening and its changes, it assesses the driver's driving habits; predicts road information ahead based on slope and altitude; and differentiates the torque output corresponding to the accelerator pedal opening at different operating speeds (starting, accelerating, low speed, high speed). In different driving scenarios such as uphill and downhill, it precisely controls the accelerator output torque based on the driver's throttle needs, satisfying vehicle power requirements while also considering fuel economy. This ensures that the vehicle's throttle control is always within the optimal control range.

[0083] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A smart throttle control system for commercial vehicles, characterized in that, include: The forward road condition prediction module determines the road scene ahead of the vehicle based on the elevation, slope, latitude and longitude information of the road ahead collected from the GPS terminal. The driving behavior assessment module assesses the driver's driving intentions based on the rate of change in accelerator pedal opening. The vehicle operating condition judgment module determines the current operating condition of the vehicle based on vehicle information such as current speed, gear, and speed change rate. The throttle opening layered calculation module combines the driver's driving behavior intentions and the current vehicle operating conditions to make a comprehensive judgment. Based on the different throttle pedal openings, it performs layered calculations and multiplies the throttle opening percentages of different levels by different weighting coefficients under different driving road scenarios in front of the vehicle before outputting the final throttle pedal opening percentage. The throttle torque calculation module calculates the initial required throttle torque value based on the throttle opening percentage obtained from the throttle opening layer calculation module and the engine speed throttle torque. The initial required throttle torque value is multiplied by the weighting coefficient corresponding to different driving road scenarios in front of the vehicle to obtain the final output throttle torque value.

2. The intelligent throttle control system for commercial vehicles according to claim 1, characterized in that, The different road scenarios ahead of the vehicle are divided into mountain highways, mountain national highways, plain highways, plain national highways, and urban road conditions. The uphill and downhill information is determined based on the slope signal. When the slope signal is positive and the slope is greater than 2 degrees, it is considered to be uphill ahead; when the slope signal is negative and the slope is less than -2 degrees, it is considered to be downhill ahead; when -2 ≤ slope information ≤ 2, it is considered to be flat road ahead.

3. The intelligent throttle control system for commercial vehicles according to claim 1, characterized in that, After acquiring the analog voltage signal of the accelerator pedal, the driving behavior assessment module converts the analog voltage signal into an accelerator pedal opening percentage signal according to the electrical characteristics of the accelerator pedal. The accelerator pedal opening percentage is monitored and refreshed in real time at a period of 10ms. The system accumulates the change in the accelerator pedal opening percentage signal over 100 cycles to obtain the rate of change of the accelerator pedal opening percentage per unit time. The driver's driving intention is judged based on the change in the accelerator pedal opening percentage per unit time.

4. The intelligent throttle control system for commercial vehicles according to claim 3, characterized in that, The method for determining the driver's driving intention in the driving behavior assessment module is as follows: Within a given unit of time, the current accelerator pedal opening percentage signal is compared with the previous accelerator pedal opening percentage signal. If the current accelerator pedal opening percentage signal is greater than the previous accelerator pedal opening percentage signal and remains so for more than 2 seconds, it is determined that the vehicle is accelerating; if the current accelerator pedal opening percentage signal is less than the previous accelerator pedal opening percentage signal and remains so for more than 3 seconds, it is determined that the vehicle is decelerating. When the vehicle is accelerating, the rate of change of the accelerator pedal opening percentage per unit time is determined. When the rate of change of the accelerator pedal opening percentage is >10%, it is determined to be a large throttle demand. When the rate of change of the accelerator pedal opening percentage is 3% < 10%, it is determined to be a medium throttle demand. If the percentage change rate of accelerator pedal opening is less than 3%, it is determined to be a small throttle demand.

5. The intelligent throttle control system for commercial vehicles according to claim 1, characterized in that, The vehicle operating condition judgment module uses vehicle speed and gear signals collected via the CAN bus to determine the current vehicle operating condition. The vehicle speed information is refreshed every 10ms, and the system accumulates the change in vehicle speed signal over 100 cycles to obtain the vehicle speed change rate per unit time, which is the vehicle acceleration. Specifically, the following judgments are made: When the vehicle status changes from a speed of 0 and a gear in neutral to a speed of 0 km / h < speed < 7 km / h and a gear in non-neutral, it is determined to be a starting condition. When the vehicle speed is ≥7km / h and the acceleration is >3m / s², the acceleration threshold for acceleration conditions is met. 2 When this occurs, it is determined to be an acceleration condition; When 20km / h≤vehicle speed<40km / h, it is judged as a low-speed operating condition; When 40km / h≤vehicle speed<60km / h, it is judged as medium-speed operating condition; When the vehicle speed is ≥60km / h, it is considered to be in high-speed operating condition.

6. The intelligent throttle control system for commercial vehicles according to claim 5, characterized in that, The throttle opening layer calculation module outputs the final throttle pedal opening percentage as follows: Under starting conditions, the percentage of accelerator pedal opening obtained under the three driving intentions of large throttle, medium throttle, and small throttle are multiplied by a weighting coefficient of 1.1, 1.05, and 1, respectively. Under acceleration conditions, the percentage of accelerator pedal opening obtained under the three driving intentions of large throttle, medium throttle, and small throttle are multiplied by a weighting coefficient of 1.05, 1.03, and 1, respectively. Under low-speed operating conditions, the percentage of accelerator pedal opening obtained under the three driving intentions of large throttle, medium throttle, and small throttle are multiplied by a weighting coefficient of 1.03, 1, and 1, respectively. Under medium-speed operating conditions, the percentage of accelerator pedal opening obtained under the three driving intentions of large throttle, medium throttle, and small throttle are multiplied by a weighting coefficient of 1.02, 1, and 1, respectively. Under high-speed operating conditions, the percentage of accelerator pedal opening obtained under the three driving intentions of large throttle, medium throttle, and small throttle are multiplied by a weighting coefficient of 1, 1, and 1, respectively.

7. A commercial vehicle intelligent throttle control system according to claim 2, characterized in that, The throttle torque calculation module outputs the final throttle torque value as follows: When driving on mountain highways, the initial torque demand for throttle is multiplied by a weighting factor of 1.

05. When driving on mountainous national highways, the initial torque demand for throttle is multiplied by a weighting factor of 1.

03. Under flat, high-speed driving conditions, the initial throttle torque demand is multiplied by a weighting factor of 1.

01. When driving on a plain national highway, the initial torque demand for throttle is multiplied by a weighting factor of 1. In urban driving conditions, the initial torque demand for throttle is multiplied by a weighting factor of 0.

98.

8. The intelligent throttle control system for commercial vehicles according to claim 1, characterized in that, The throttle torque calculation module limits the throttle torque in a gradient to prevent sudden torque changes. It performs layered torque gradient control under different driving road scenarios. To meet the power requirements when going uphill, the initial value of the torque gradient is set to 200 Nm. Under downhill conditions, the initial value of the torque gradient is set to 60 Nm.

9. The control method for a commercial vehicle intelligent throttle control system as described in any one of claims 1-8, characterized in that, include: Based on the elevation, slope, latitude and longitude information of the road ahead collected from the GPS terminal, the driving road scene ahead of the vehicle is determined; Assess the driver's driving intentions based on the rate of change in accelerator pedal opening; Based on the current vehicle speed, gear, and speed change rate, determine the current operating condition of the vehicle. The system combines the driver's driving intentions and the current vehicle operating conditions to make a comprehensive judgment. Based on the different accelerator pedal openings, it performs layered calculations and multiplies the accelerator pedal opening percentages at different levels by different weighting coefficients under different driving road scenarios in front of the vehicle before outputting the final accelerator pedal opening percentage. The initial required throttle torque value is calculated based on the final throttle pedal opening percentage and engine speed and throttle torque. The initial required throttle torque value is then multiplied by the weighting coefficient corresponding to different driving road scenarios in front of the vehicle to obtain the final output throttle torque value.

10. A method for intelligent throttle control of a commercial vehicle according to claim 9, characterized in that, The driving road scenario ahead of the vehicle includes mountain highways, mountain national highways, plain highways, plain national highways, and urban road conditions; the driver's driving intentions include high throttle demand, medium throttle demand, and low throttle demand; the current operating conditions of the vehicle are divided into five operating conditions: starting, accelerating, low-speed operation, medium-speed operation, and high-speed operation.

Images